PIF 07-10

SAFETYGRAM

11 Aug 07

Are You Ready?

The vast majority of general aviation accidents are pilot related. In the most recent Nall report, pilot related accidents made up 76% of all accidents. “Pilot related” means the accident was caused by “improper action or inaction of the pilot.” There are many factors that contribute to improper action or inaction. Today we will discuss three factors that can prevent or contribute to improper action or inaction; currency, competence, and complacency.

Currency

How much currency does the FAA require for a certificated pilot to fly? Is there a requirement to fly with an instructor if a pilot has not flown for many months? 14 CFR part 61.57 prohibits pilots from acting as pilot in command of an aircraft carrying passengers unless they have accomplished three takeoffs and three landings in the previous 90 days. Would it surprise you to know that a pilot may fly so long as a flight review has been accomplished in the past 24 months? The pilot may only fly solo until accomplishing three takeoffs and landings. After that, the pilot is considered current. So, currency is a minimum requirement to fly with passengers!

Proficiency

Do currency and proficiency mean the same thing? I submit to you they do not. A pilot can accomplish the minimum and be legal in the eyes of the FAA but not really be proficient. To truly minimize the chance of being in a pilot related accident, make sure you are not only current, but also proficient for the attempted flight operation. Of note, AFMAN 34-232 does not allow pilots to fly aero club planes without instructor supervision if non-current, and less experienced pilots lose their aero club currency within 60 days rather than the FAA’s 90 days. Develop and use personal proficiency minimums before flying any aircraft. Don’t count on the minimum to keep you out of trouble.

Competence

Competence is related to currency and proficiency. Has the pilot accomplished a particular operation enough to do it well? Will the pilot ever be able to accomplish an operation well? If the answer to either of those questions is no, then the pilot may not be competent for the given operation. It is up to each individual to recognize when they are not competent in a flight operation, and to avoid that operation until regaining competence. In many cases, some extra practice and study will improve competence and more experience can also improve competence, provided it is earned with practice and study. Take the time necessary and always strive to be the most competent pilot possible. When in doubt, never attempt to fly a maneuver you are not positive you can complete safely! Never let experience be a substitute for competence.

Complacency

Complacency is insidious. A pilot may be proficient and competent and still fall prey to complacency. High levels of experience and proficiency can actually lead a pilot down the primrose path. “It has always worked well before, so it will be OK this time.” Remember, every situation is different and pilots must always be vigilant. Never let a subtle difference in situation sneak up on you because you were complacent. Never let the “been there, done that” attitude to lower situational awareness, and always be alert for the unexpected. Some easy ways to combat complacency include; always using checklists, always using and sticking to personal minimums, and always knowing “it could happen to me!”

Don’t settle for currency, but strive for proficiency. Don’t settle for OK, strive for Excellence. Don’t think “it can’t happen to me.” By improving proficiency (currency), improving competence, and avoiding complacency, pilots can perform the “proper action” rather than the improper action and avoid accidents! As always…..

FLY SAFE!

July 07